Rail car trucks



March 6, 1956 A. o. WILLIAMS RAIL CAR TRUCKS 6 Sheets-Sheet 1 Filed May20, 1950 INVENTOR. ALFRED O. WILLIAMS March 1956 A. o. WILLIAMS2,737,127

RAIL CAR TRUCKS Filed May 20, 1950 6 Sheets-Sheet 2 FIG. 2

INVENTOR.

ALFRED O. WILLIAMS ATTY.

March 6, 1956 A. o. WILLIAMS RAIL CAR TRUCKS 6 Sheets-Sheet 3 Filed May20. 1950 INVENTOR.

ALFRED O. WILLIAMS BY W I W ATTY.

March 6, 1956 A. o. WILLIAMS RAIL CAR TRUCKS 6 Sheets-Sheet 4 Filed May20, 1950 IN VEN TOR.

ALFRED O. WILLIAMS March 6, 1956 A. o. WILLIAMS RAIL CAR TRUCKS 6Sheets-Sheet 5 iled May 20, 1950 FIG. 6

INVENTOR. ALFRED o. WILLIAMS ATTY.

March 6, 1956 A. o. WILLIAMS RAIL CAR TRUCKS 6 Sheets-Sheet 6 Filed May20, 1950 INVENTOR.

ALFRED O. WILLIAMS ATTY.

United States Patent RAIL CAR TRUCKS Alfred 0. Williams, Battle Creek,Mich, assignor to Clark Equipment Company, Buchanan, Micln, acorporation of Michigan Application May 20, 1950, Serial No. 163,141

6 Claims. (Cl. 105-197) My present invention relates generally to railcar trucks and is more particularly directed to a rail car truck for usewith transportation vehicles of the type now commonly used for surface,elevated, subway, and interurban lines.

A truck of the character to which I make reference is of the poweredtype having electric motors suitably arranged for driving the truckaxles and, in general, comprises a main frame, a subfrarne, and abolster, with the subframe being resiliently supported upon the mainframe, and the bolster being resiliently supported upon the subframe.

One of the main features of the present invention is to provide a truckof this type in which the principal resilient supports, that is, betweenthe bolster and subframe, are spread as far apart as possible in orderto minimize tilting of a car body supported by the bolster caused byvertical oscillations of the wheels of the truck. This spreading of theresilient supports which, in the present invention is of such nature asto provide for support of the bolster outwardly of the side framemembers and substantially in line with the outboard wheels of the truck,serves to decrease materially the amplitude of the shocks transferredfrom the wheels of the truck to the car body.

Another feature of the present invention is the arrangement of thebolster upon the subframe and the subframe upon the main frame toprovide a truck which has the desired shock dampening characteristics,and yet one in which the possibility of nosing or hunting is minimized.

The elongated bolster is restrained against sidewise oscillations, withrespect to itself, by resilient means between the sides of the bolsteradjacent its overhanging ends and the main frame. Endwise movement ofthe bolster is limited by soft resilient bumpers carried by the bolster,which are adapted to engage the inner vertical surfaces of the mainframe. Vertical movement of the bolster is substantially free and isrestricted only by the limitations of the deflection capacity of thespring means interposed between the ends of the subframe and the ends ofthe bolster, which are in overhanging relationship outwardly of theoutboard sides of the main frame. Thus, movement of the bolster iscontrolled in three dimensions, in three varying degrees of freedom.

It is another feature of my invention to provide a truck wherein themain side frame members are held in parallel relationship by connection,adjacent one pair of diagonal corners, to the axle housings of thedriving axles, thus forming a relatively rigid rectangular frame withsuitable resilient means being interposed at the other pair of diagonalcorners of the main side frame members for mounting of the driving axlesso as to accommodate track irregularities.

Still another feature of my present invention is the provision of a mainframe which may be easily and economically assembled, and one which willpermit the 'ice axles of the truck to be easily removed from the ends ofthe main frame for repairs or replacements.

The truck has lengthwise extending main side frame members which aredisposed at opposite sides of the truck parallel to each other, and eachframe member comprises an upper and lower channel member spaced apart bygusset plates having two sections that are detachably secured togetherby means of a plurality of bolts. Detachably mounted by bolts to onepair of diagonal ends of the pair of main side frame members areconventional axle housings, and mounted to the other pair of diagonalends are pillow blocks of known form. The axle housings and pillowblocks provide support for a pair of transversely extending axles whichmay be removed from the main frames by suitably supporting the latter,as with jacks, demounting the axle housings and pillow blocks, andsliding the axles away from the main frame.

It is still another feature of my invention to provide a free floatingsubframe, unrestrained against lateral and lengthwise movement, forabsorbing the inertia forces created by the driving motors which arecarried by the subframe.

This feature is accomplished by placing .the ends of the subframebetween the upper and lower channel members, and disposing resilientmeans between the subframe and the adjacent lower channel members, andbetween the subframe and the adjacent upper channel members. Thesubframe is thus resiliently supported above and below, but remainssubstantially free to float in a horizontal plane.

Still another feature of my invention is the mounting of a third railcollector shoe to one end of the subframe, whereby shocks, caused by thewheel engaging the rail joints, are absorbed by the resilient mountingmeans of the subframe, thereby eliminating the transmission of railjoint shocks to the collector shoe and support.

Another feature of the present design is the provision of a rail cartruck construction, of this general nature, which is readily adapted toreceive various accessories, such as propeller shaft, brakes, and amagnetic track brake which may be readily spring suspended from thetruck frame without interference with the desired operation of thetruck.

Another feature of the present truck design is that it can bestandardized for use with wheels of varying diameter, within permissibleranges, without requiring modification of the structural elements of thetruck.

Now, in order to acquaint those skilled in the art with the manner ofconstructing and using the device of my present invention, I shalldescribe in connection with the accompanying drawings a preferredembodiment of my invention.

In the drawings:

Figure 1 is a plan view, partly broken away, of a rail car truckconstructed in accordance with my invention;

Figure 2 is a side elevational view of the rail car truck of Figure 1;

Figure '3 is a transverse sectional view taken substantially along theline 33 of Figure 1, looking inthe direction indicated by the arrows;

Figure 4 is a sectional view taken along theline 4-4 of Figure 1,looking in the direction indicated by the arrows;

Figure 5 is a partial plan view of the rail car truck of my presentinvention showing particularly the third rail collector shoe mounted tothe subframe of the truck;

Figure 6 is a side elevational view of the third rail collector shoeshown in Figure 5;

Fig, 7 is a vertical sectional view taken along the line 7--7 in Figure6, looking in the direction indicated by the arrows; and

Figure 8 is an enlarged partial sectional view taken along the line 8-8in Figure 1, looking in the direction indicated by the arrows.

Referring now to Figures 1, 2, and 3, the rail car truck shown comprisesa pair of lengthwise extending main side frame members 10 which aredisposed at opposite sides of the truck, parallel to each other. Sincethe main side frame members 10 are of similar construction, it isbelieved that a showing and description of one will be sufficient forthe present disclosure. Each main side frame member 10 is of a box-likeconstruction, comprising upper and lower spaced apart parallellengthwise extending U-shaped channel members 11 and 12. The outboardlegs and the inboard legs of the U-shaped channel mem-.

ably secured, as by welding, adjacent their upper and lower edges,respectively, to the leg portions of the U- shaped channel members 11and 12. Lengthwise extending plates, one pair of which are shown at17--17 in Figure 3, are welded along their upper edges to the inwardlyfacing surfaces of the intermediate portions of each of the uppersections of the gusset plates 13-13, 1414, and 15-15. The upper andlower sections of the respective gusset plates are detachably securedtogether by bolts 16 which are disposed through openings formed in thelower sections of each pair of gusset plates, the rectangular plateswelded to each of the upper sections of the gussets, and spacer sleevemembers 18. The sleeve members 18, adjacent their ends, are suitablysecured, as by welding, to the associated surfaces of each pair of therectangular plates 17-17. From the above description of the main sideframe members 10, it will be seen that they are formed into two partswhich may be easily assembled and secured together by means of the bolts16. The central edge portions of the legs of the upper and lowerU-shaped channel members 11 and 12 are cut away, as are the adjacentupper and lower edge portions of the gusset plates 15-15, for a purposeto be hereinafter described.

Adjacent one end of the U-shaped channel members 11 and 12, between thebight portions thereof, is secured a pillow block, indicated generallyat 19, comprising an upper and a lower portion 20 and 21, respectively.The upper portion 20 is mounted to the outer surface of the bightportion of the U-shaped channel member 11 by means of bolts 22, whilethe lower portion 21 is mounted to the outer surface of the bightportion of the U-shaped channel member 12 by means of bolts 23. Theupper and lower portions are secured together by means of bolts 24.Disposed within the pillow block 19 is an annular resilient ring 25 inwhich one end 26 of a long axle arm of a gear housing 29 is adapted tobe resiliently mounted.

Adjacent the other end of the U-shaped channel members 11 and 12,between the bight portions thereof, is secured a rigid axle housing 27for the tubular stub axle arm 28 of a gear housing 29 at the other endof the frame of the truck. The axle housing 27 is mounted to the bightportions of the U-shaped channel members 11 and 12 by means of bolts 30and 31, respectively.

The pair of main side frame members 10 are of the same construction, andare disposed on opposite sides of the rail car truck in opposingrelation. That is, a pair of pillow blocks 19 are mounted in one pair ofdiagonal corners of the main frame, while a pair of rigid axle housings27 are mounted in the other pair of diagonal corners. Thus, the longaxle arms 26 of the gear housings are resiliently mounted adjacent onepair of diagonal corners of the rail car truck, while the stub axle arms28 Each of the of the gear housings 29 are rigidly mounted adjacent theother pair of diagonal corners. By utilizing a construction of thecharacter noted the axles are maintained at right angles to the mainside frame members, thereby improving the riding qualities of the truck.The axle arms 26 and tubular stub extensions 28 provide support for apair of axles 32 and 33 which have suitably secured to their endsflanged wheels. 34.

It will be observed that by providing a main frame of the characterdescribed, the pillow blocks 19 and the axle housings 27, together withthe associated axles, may be easily removed merely by removing the boltssecuring the pillow blocks 19 and axle housings 27 to the main frame 10,supporting the frame in a suitable manner, and sliding the axles awayfrom the ends of the main frame.

Welded to the outer surface of the bight portion of the lower U-shapedchannel members 12, inwardly of the gussets 13 and 14, are a pair ofsupporting blocks 38 which provide for the support of resilient sandwichmembers 39. The rail car truck, of the type to which my presentinvention relates, is provided with a rectangular subframe, comprising apair of transversely extending spaced apart frame members 35 which aresecured together adjacent their ends by means of cross frame members 37as shown in detail in Figure 8, the ends of the frame members 35 areformed with suitable basketshaped portions 35b and invertedbasket-shaped portions 35a, into which coil springs and 150a project,respectively. The springs 1519a rest upon the resilient sandwich members39. The subframe is thus resiliently supported above and below forreducing vertical movement of the same relative to the main frame.Although the subframe is resiliently supported for absorbing verticalmovements, it is unrestrained against lateral and lengthwise movementand, thus, is adapted to absorb the inertia forces created by thedriving motors which, as will be described later in detail, are carriedby the subframe.

Formed integrally with the cross frame member 37, as shown in Figures 1and 2, intermediate of the ends thereof, is an upright basket-shapedspring receiving member 40 which is disposed laterally outwardly of themain frame 10. It will be understood that the opposite end of thesubframe is the same as above described.

Extending transversely and slightly diagonally of the rail car truck andlocated intermediate of the ends thereof is a bolster, shown generallyat 41. Inverted basketshaped spring receiving end portions are formed onthe enlarged ends of the bolster 41, and are supported on coil springs36 carried by the spring receiving members 40. The springs 36 arelocated outwardly of the main side frame members and substantially inline with the outboard wheels of the truck, and thus serve to materiallydecrease the amplitude of tilting of the body or bolster caused byvertical oscillations of the wheels of the truck. The coil springs 36permit substantially free vertical movement of the bolster 41, which isrestricted only by the limitations of the deflection capacity of thesprings 36. Located centrally of the ends of the bolster 41 is a kingpin seat 42 for receiving the king pin of a car body. Formed integrallywith one vertical side of the bolster 41, intermediate of the king pinseat 42 and spring receiving members 43, are laterally extending flnages44 having end vertical flanges 45 formed integrally therewith.Fabricated adjacent the opposite vertical side of the bolster 41 arelaterally extending flanges 46 having integral vertical flanges 47. Thepurpose of the several flanges last referred to will be describedhereinafter.

The previously referred to cut-away portions of the legs of the upperU-shaped channel member 11 and the adjacent portions of the gussetplates 1515 provide clearance between the lower edges of the flanges 45and 47 and the channel member 11.

Suitably secured, as by welding, to the ends of the legs of the upperU-shaped channel members 11, adjacent the flanges 45, are rectangularcup-shaped members 48, the

open ends of which face the flanges 4S. Rectangularcupshaped members 49are suitably secured, as by welding, to the ends of the legs of theupper U-shaped channel member 11 adjacent the flanges 47 and the openends of members 49 face flanges 47. The members 48 and 49 each have anelongated slot 50 formed in the upper walls thereof adjacent the closedends thereof. Disposed within the cavities of the members 48. and 49 areresflient block members 51 which, at their outer ends, are adapted toengage the adjacent flanges 45 and 47 Positioned through each of theelongated slots 50 adjacent the other end of each of the resilient blockmembers 51 are a plurality of shims 52 which are adapted to place theresilient block members 51 under compression. The aforedescribedconstruction provides for the restraining of the sidewise oscillationsof the bolster 41 lengthwise of the truck. As best shown in Figure 3,soft resilient bumpers 110 are mounted to each end of the bolster 41,inboard of the main side frame members 10. The bumpers 110 are adaptedto engage. the inner central gusset plates 15 of the adjacent main sideframe members 10, for limiting or confining endwise movement of thebolster 41 transversely of the truck.

From the foregoing description, it will be observed that movement of thebolster 41 is controlled in .three dimensions in three varying degreesof freedom. The bolster 41 is substantially restrained against sidewisemovement, limited or confined against endwise movement, and sub-.stantially unrestrained against vertical movement. This constructionnot only provides a truck having desirable shock dampeningcharacteristics, but also one in which the possibility of nosing isminimized.

To absorb sudden vertical reactions of the bolster 41 vertical shockabsorbers, of which one is shown at 53 in Figure 3, are mounted adjacentopposite sides of the bolster 41 .inboard of the .main side framemembers 10. Since the pair of shock absorbers 53 are mounted in a likemanner, it is believed that detailed showing and description of themounting of one will be suflicient for purposes of the presentdisclosure. The shock absorber 53 is of conventional construction andcomprises an upper tubular portion 54 and a lower tubular portion 55having bolts 56 and 57, respectively, projecting axially from the closedends thereof. An annular resilient washer 58 is disposed about the bolt56 in juxtaposition of the closed end of the tubular portion 54. Anopening is formed in the bolster flange 46 through which the threadedend of of the bolt 56 extends. An annular resilient washer 59, likewasher 58, is disposed about the bolt 56 in juxtaposition of the uppersurface of the flange 46. A metallic washer 60 is placed about the bolt56 on top of the resilient washer 59 and a nut 61 is threaded onto theend of the bolt 56 so as to hold the above described parts in assembledrelation, thereby forming a resilient mount for the upper portion 54 ofthe shock absorber 53.

The mounting means for the lower end of the shock absorbers 53 comprisesa T-shaped bracket member 62, secured, as by welding, to the inboardcentral gusset plate 15 adjacent the lower portion thereof. The stemportion of the bracket 62 extends laterally inwardly of the rail cartruck. An annular resilient washer 63 is disposed about the bolt 57 injuxtaposition of the closed end of the tubular portion 55. An opening isformed in the stem portion of the bracket 62 through which the threadedend of the bolt 57 extends. An annular resilient washer '64, like washer63, is disposed about the bolt 56 in juxtaposition of the lower surfaceof the stem portion of the bracket 62. A metallic washer 65 is placedabout the bolt 57 and a nut 66 is threaded onto the end of the bolt 57so as to hold washers 63, 64, and 65 in assembled position, therebyforming a resilient mount for the lower portion 55 of the shock absorber53. Thus, sudden relative vertical movement between the bolster 41 andthe main side frame members is cushioned.

In order to cushion primarily lateral reaction a further shock absorber,indicated at 70, is provided. The shock absorber 70 is pivotally securedadjacent one end to the legs of a U-shaped bracket member 71 which isfixedly secured, as by a bolt 72, to a flange member 73 formedintegrally with and projecting laterally from the bolster 41 adjacentthe central portion thereof. The shock absorber 70 is pivotally securedadjacent its other end to the legs of a U-shaped bracket member 74suitably secured to the inboard central gusset plate 15 of the main sideframe 10 in a horizontal plane disposed below a horizontal plane passingthrough the U-shaped bracket member 71. By varying the vertical distancebetween the ends of the shock absorber 70 a multiplicity of cushioningcharacteristics may be obtained.

A pair of electric motors 75 are provided and are placed in lateral andlongitudinal offset positions and face in opposite directions in theconventional manner in rail car trucks of the type to which my presentinvention relates. The electric motors 75 and the manner in which theyare connected for driving axles 32 and 33 is conventional and it isbelieved that a general showing and description of one of them issufiicient for purposes of the present disclosure. The electric motor 75is disposed within the cradle portion of one of the transverse framemembers 35 adjacent one end thereof and is confined, in a fixedposition, within the cradle of the transverse frame member 35 by meansof a cap member 76 which extends lengthwies of the transverse frame 35and is secured thereto, adjacent its ends, by a plurality of bolts 7%.The other transverse frame member 35 is provided with an opening throughwhich the drive shaft 77 of motor 75 is adapted to extend.

The drive shaft 77 is connected at its one end by a universal joint 79to the armature shaft of the electric motor 75 and at its other end by auniversal joint 80 to the shaft extending into the bevel gear housing29. The shaft extending into the housing 29 carries a pinion which isadapted to have meshing engagement with the bevel gears in the gearhousing 29. The bevel gear is fixed to the axle 32 of the truck fordriving the same.

The motor 75 is preferably provided with a motor shaft brake, indicatedgenerally at 81, and an actuating rod 82 which extends laterally of thetruck beneath the lower U-shaped channel member 12 of the main sideframe member 1! to provide braking action for slowing down the truck.The rod 82 is suitably connected in a known manner to a brake actuatingmechanism, indicated generally at 83, secured to the subframe member 37.The rod 82 is adapted to effect actuation of the shaft brake 81 in aknown manner.

The truck further includes magnetic brakes 84 which extend lengthwise ofthe truck and are disposed laterally outwardly of the main side framemember 10. To provide support for the magnetic brakes 84, a pair ofparallel spaced apart tube members 85 are disposed so as to projectlaterally outwardly of the main side frame mem bers 10 and are mountedto the upper portions of the channel members 11 by means of cap members86 bolted thereto. Welded adjacent the outward ends of each of the tubemembers 35 is the upper end of a downwardly extending C-shaped channelmember 87. Suitably secured, as by welding, adjacent the lower portionof each of the channel members 87 is an L-shaped bracket 88, thehorizontal leg of which extends laterally inwardly toward the main sideframe member 10. The brackets 88 are provided with annular flangeportions 39 which act as retainers for the lower ends of coil springs9%. At their upper ends the springs 99 support annular cap members 91provided with rubber bushings 92 through which pins 93 extendvertically. The pins 93 are resiliently supported both by the springsand the rubber bushings 92 for vertical oscillation relative to thebrackets 88. The lower ends of the pins 93 are resiliently connected bymeans of rubber bushings 94 with the laterally outward- 1y projectinglegs of the flanges 95 which are bolted, as at 98, or otherwise suitablysecured, to the brakes 84.

Upon energization of the brakes 84 they are adapted to be urgeddownwardly and such downward movement of the brakes 34 compresses thesprings 90. Upon deenergization of the brakes 84, the springs 90 returnthe brakes to their normal non-braking positions. The brakes 84 atopposite sides of the truck are interconnected by a pair of transverselyextending strap members 96 which are secured at their opposite ends, asby welding, to angle flange members 97 which extend lengthwise of thebrakes 84 and are secured thereto along the inner surfaces thereof as bythe end bolts 98. The strap members 96 at their opposite ends areinterconnected by a pair of Gshaped channel braces 99 which are suitablysecured as by welding thereto laterally inwardly of the main side framemembers 10. Depending on the diameter of the wheels to be used with thetruck of my present invention, one or more spacer members llllll ofvarious thicknesses may be disposed between the channel members 99 andthe strap members 96, thereby providing an adjustment for the verticaldistance between the brakes 34 and the adjacent rails.

The channel braces 99 have secured intermediate of their ends angleflanges 1631 which have mounted to their vertical legs resilient bumpers1G2 adapted to engage the inboard central gusset plates 15 of the mainside frame members lit to cushion movement of the brake constructiontransversely of the truck. As shown in Figure l,

bracket members 1% are mounted to the lower U-shaped the lower U-shapedchannel members 12 are cut awa,

as are the adjacent portions of the gusset plates 15-15, as previouslymentioned, to permit adequate vertical movement of the brakeconstruction with respect to the main side frame members ill. Openingsare formed in the bight portions of the channel members 99 so as topermit the lower mounting bolts 57 of the shock absorbers 53 to passtherethrough during extreme vertical movements of the brakeconstruction, with respect to the frame members 10.

Referring now to Figures 5, 6, and 7, there is indicated generally bythe reference numeral 151 a third rail collector shoe constructionwhich, when required, is adapted to be mounted in place of the brakeactuating mechanism 83, shown in Figure l. The third rail collector shoeconstruction 151 comprises a block member 152, prefer ably formed of ahard wood, which is suitably secured to the end member 57 of thesubframe, as by bolts 153. Interposed between the block member 152 andend member 37 is a substantially U-shaped insulator 1.54 with the legsthereof extending vertically and laterally outwardly from the truckframe. The insulator 154 is additionally secured to the block member 152at the upper end thereof by means of bolts 155.

Disposed adjacent the outer face of the block member 152 adjacent thelower portion thereof is a U-shaped frame member 156, with the legsthereof extending vertically and laterally outwardly from the truckframe. The frame member 156 is adjustably mounted to block member 152 bymeans of a plurality of bolts 15'? which extend through verticallyextending slots 15% formed in the rear vertical wall of the frame member156. It will thus be seen that the frame member 156 may be positionedand secured in any one of a plurality of vertical positions foraccommodating the third rail collector shoe construction 151 to thirdrails of various heights.

Pivotally mounted about a horizontal shaft 159, extending between theouter ends of the legs of the frame member 156 is a third rail collectorshoe 160. The outer end of the collector shoe 160 is formed with asubstantially fiat portion which is adapted for engagement with a thirdrail. The collector shoe 160 is normally biased downwardly by means of aconventional torsion spring 161 disposed concentrically about the shaft159. The collector shoe 160 has electrical connection with a lug 162which is part of a power cable 163 leading to a fuse block, indicatedgenerally by the reference numeral 164, mounted by means of brackets 165to the end of the basket-shaped spring receiving member 40 of thesubframe. The fuse block 164 is electrically connected through suitablecontrol means to the motors 75 of the rail car truck.

From the foregoing description of the mounting of the third railcollector shoe construction 151 to the subframe, it will be realizedthat shocks, caused by the collector shoe engaging the rail joints, areabsorbed by the resilient mounting means of the subframe, therebyeliminating the transmission of rail joint shocks to the car body.

While I have shown and described what I consider to be the preferredembodiment of my invention, it will be understood that variousmodifications and rearrangements may be made therein without departingfrom the spirit and scope of my invention.

I claim:

1. A rail truck including a rectangular main frame comprising transverseaxle housings having wheels at the ends thereof and longitudinal sideframe members, a transverse rectangular subframe supported above andbelow at its corners on said side frame members closely adjacent thewheels and having outboard end extensions beyond said side framemembers, a transverse bolster of a length whereby the ends thereofoverhang said end extensions, and resilient means in said extensionssupporting the ends of said bolster.

2. A rail car truck including longitudinally extending main side framemembers each comprising vertically spaced apart upper and lowerportions, transverse axle housings mounted adjacent the ends of saidmain side frame members, a transverse rectangular subframe disposedbetween the upper and lower portions of said main side frame members,resilient means for supporting said subframe on the lower portions ofsaid main side frame members intermediate of the ends thereof, resilientmeans between said subframe and the upper portion of said main sideframe members intermediate of the ends thereof, a transversely extendingbolster overlying the upper portions of said main side frame members,the ends of said subframe and bolster extending outwardly beyond saidmain side frame members and resilient means for supporting the ends ofsaid bolster on the ends of said subframe.

3. The truck of claim 2 including means between said side frame membersand the sides of said bolster for restraining sidewise oscillations ofsaid bolster.

4. The truck of claim 2 including means between said side frame membersand the ends of said bolster for limiting endwise movement of saidbolster.

5. The truck of claim 2 including means between said side frame membersand the sides of said bolster for restraining sidewise oscillations ofsaid boltser, and means between said side frame members and the ends ofsaid bolster for limiting endwise movement of said bolster.

6. In a rail truck, a main frame including parallel side frame membersjoined at their ends by transverse axles, a rectangularly shapedsubframe extending transversely of said main frame, means resilientlysupporting said subframe on the intermediate portions of said side framemembers, a transversely extending bolster, first means between said sideframe members and the ends of said bolster for limiting endwise movementof said bolster,

second means between said side frame members and the sides of saidbolster for restraining sidewise oscillations of said bolster to alesser degree than said first means, and third resilient means forsupporting the ends of said bolster on the ends of said subframe and forrestraining the latter in a vertical direction to a lesser degree thansaid second means.

References Cited in the file of this patent UNITED STATES PATENTS1,620,425 Batchelder Mar. 8, 1927 1,697,513 Priebe Ian. 1, 19291,697,514 Priebe Jan. 1, 1929 2,026,015 Beckette Dec. 31, 1935 2,150,630Piron Mar. 14, 1939 2,184,102 Piron Dec. 19, 1939 10 Nystrom et al. May13, 1941 Blomberg et al. May 13, 1941 Guernsey July 14, 1942 Cox Sept.22, 1942 Buckwalter Apr. 6, 1943 Nystrom et al. June 15, 1943 WilliamsDec. 14, 1943 Parke Apr. 25, 1944 Hickman Feb. 12, 1946 Ledwinka June18, 1946 Burrows et al. Oct. 29, 1946 Hunter Feb. 8, 1949 Spencer July18, 1950 Bearner et al. Aug. 15, 1950 FOREIGN PATENTS Great Britain Oct.10, 1949

